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(No Model.) 3 Sheets-Sheet 1.

M. M. SUPPES.

RAILROAD RAIL.

No. 460,063. Patented Sept. 22, 1891.

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(No Model.) 3 Sheets-Sheet 2.

M. M. SUPPES.

RAILROAD RAIL.

No. 460,063. Patented Sept. 22, 1891.

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(No Model.) 3 Sheets-Sheet 3,

. M. M. SUPPES.

RAILROAD RAIL. No. 460,063. Patented Sept. 22, 1891,

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ww' aw UNITED STATES PATENT OFFICE.

MAXIMlLIAN M. SUPPES, OF J OHNSTOWVN, PENNSYLVANIA, ASSIGNOR TO THE JOHNSON COMPANY, OF SAME PLACE.

'RAI LROAD-RAIL.

SPECIFICATION forming part of Letters Patent No. 460,063, dated September 22, 1891.

Application filed June 20, 1891.

To all whom it may concern:

Be it known that I, MAXIMILIAN M. SUPPEs, a citizen of the United States, residing at Johnstown, county of Oambria, and State of Pennsylvania, have invented a new and usef ul Improvement in Railroad-Rails, of which the following is a full, clear, and exact description, reference being had to the accon1- panying drawings, which form a part of this specification.

The object of this invention is to provide girder-rails, more particularlyfor use as streetrailway-track rails of great depth, and to produce rails that may be placed directly in position in the road without the medium of independent supporting-chairs. g

The invention will first be described in detail, and then particularly set forth in the claims.

In the accompanying drawings, Figure 1 shows one form of girder-rail and base or support in cross-section, forming the subject of this invention. Fig. 2 is a side elevation of Fig. 1, showing also the junction of two contiguous rails. Fig. 3 is aside elevation similar to Fig. 2, the dotted lines between the supports indicating the bottom line of the supports which would be formed were the base or support continuous, but from which the metal may be abstracted. Fig. 4 shows in cross-section another form of girder-rail and base or support. Fig. 5 is a side elevation of Fig. 4, showing also the junction of two contiguous rails. Fig. 6 is a side elevation similar to Fig. 5, the dotted lines being shown for the purpose indicated in describing Fig. 3. Fig. 7 shows in cross-section another form of rail and base or support. Fig. Sis aside elevation of Fig. 7, showing the junction of two contiguous rails. Fig. 9 is a side elevation similar to Fig. 8, the dotted lines being shown for the purpose indicated in describing Figs. 3 and 6. Fig. 10 shows in cross-section another form of rail and base or support. Fig. 11 is a side elevation of Fig. 10, showing the junction of two contiguous rails. Fig. 12 is a side elevation similar to Fig. 11, the dotted lines being shown for the purpose indicated in describing Figs. 3, 6, and 9. Fig. 13 shows in side elevation a girder-rail of full length- Serial No. 396,915. (No model.)

may be of any desired form, several forms being shown in the drawings, the number 1 indicating' the head and 2 the web of the same. The letters 0 indicate the base or support for said rail. As shown in some of the figures, these supports are provided With an upward extension 3, although my invention may be used whether or not there be an upward extion of the support. As shown in the figures, the rail proper is formed throughout with head and web or webs, while the supports are provided at intervals only. These supports are at any desired distance apart, or may be madecontinuous, provided the supportis made separate from the rail and welded thereto. The rail proper may be formed of iron or of steel by rolling it in the usual way from a pile, bloom, oringot. The supports may be of any desired form, several forms being shown in the drawings, and they may be produced by any method or processsuch as rolling, forging, casting, or otherwiseor some may be made by one method or process and some by another. Preferably, however, both the rails and supports are made of rolled steel. WVhen the supports are produced by rolling, they are rolled in long lengths, which are out into pieces of the length of the supports required. The method of making the complete rail is as follows: The rail and support having been separately formed into the desired shapes, as above described, the supports are then united to the rail by welding the parts together, in the .ordinary acceptance of the term, in connection with pressure or force or that species of welding called autogenous welding or burning. I prefer electric welding as an efficient means of uniting the parts together.

The letter to indicates the points of union between rail and support. Thus a rail with the supporting-base welded to it is formed,

which, when delivered from the shop, is ready to be placed in the track and secured to the cross -ties without the intervention of any separate or detachable supports.

In street-railroad practice it has been found desirable to use a rail of great depth and supporting-base, no matter what the shape of the latter, and by the process herein described, by forming the supporting-base and the rail separately and then welding the two together so as to form an integral structure, I obtain the desired result. If additional strength is desired in the supports 0, braces 0 may be stamped out of the same, as shown in Figs. 16 and 17, when the shapes of the supports permit.

Having now fully described my invention,

what I claim, and desire to protect by Letters Patent, is-

1. As a new article of manufacture, a railroad-rail and support welded together, substantially as described.

2. As a new article of manufacture, a railroad-rail provided with a head and Web and a base or support Welded to said Web.

3. As a new article of manufacture, a railroad-rail provided with a head and web and a base or support provided with an upward extension and welded to said Web.

MAXIMILIAN M. SUPPES.

WVitnesses:

PAT. M. BOYD, WILLIAM D. HALL. 

